US20150336468A1 - Power supply system for vehicle, vehicle comprising the same, and method for controlling power supply system for vehicle - Google Patents

Power supply system for vehicle, vehicle comprising the same, and method for controlling power supply system for vehicle Download PDF

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Publication number
US20150336468A1
US20150336468A1 US14/646,269 US201214646269A US2015336468A1 US 20150336468 A1 US20150336468 A1 US 20150336468A1 US 201214646269 A US201214646269 A US 201214646269A US 2015336468 A1 US2015336468 A1 US 2015336468A1
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Prior art keywords
storage device
power storage
charge
discharge control
power
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US14/646,269
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English (en)
Inventor
Yoshinobu Sugiyama
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SUGIYAMA, YOSHINOBU
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B60L11/1864—
    • B60L11/1811—
    • B60L11/1859—
    • B60L11/1861—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • This invention relates to a power supply system for a vehicle, a vehicle including the same, and a method for controlling the power supply system for a vehicle. More specifically, the invention relates to a power supply system for a vehicle including a plurality of power storage devices, a vehicle including the power supply system for a vehicle, and a method for controlling the power supply system for a vehicle.
  • Japanese Patent Laying-Open No. 2007-137275 discloses a hybrid vehicle on which a high-voltage battery and a low-voltage battery are mounted.
  • This hybrid vehicle includes a voltage converter that converts the voltage of the high-voltage battery into a voltage for charging the low-voltage battery. While the vehicle is parked, the low-voltage battery is charged with the electric power received from the high-voltage battery. Consequently, the vehicle can be prevented from being unable to be started due to the low-voltage battery going dead (see PTD 1).
  • PTD 2 Japanese Patent Laying-Open No. 2010-172138
  • a power supply system for a vehicle includes a first power storage device, a second power storage device, a converter, and a control device.
  • the first power storage device stores electric power for running.
  • the second power storage device stores electric power to be supplied to an auxiliary load of the vehicle.
  • the converter is capable of executing bidirectional power conversion between the first power storage device and the second power storage device.
  • the control device is configured to execute charge/discharge control, after a predetermined time has passed from input of a stop command for the power supply system, to cause one of the first power storage device and the second power storage device to be charged and the other of the first power storage device and the second power storage device to be discharged by the converter, based on a result of comparison between a charged state of the first power storage device and a charged state of the second power storage device.
  • the control device controls the converter to reduce a difference between a state amount representing the charged state of the first power storage device and a state amount representing the charged state of the second power storage device.
  • the charged state of the first power storage device corresponds to a period during which the first power storage device can be left unused, depending on the state amount representing the charged state of the first power storage device.
  • the charged state of the second power storage device corresponds to a period during which the second power storage device can be left unused, depending on the state amount representing the charged state of the second power storage device.
  • control device completes the charge/discharge control when the difference between the state amount representing the charged state of the first power storage device and the state amount representing the charged state of the second power storage device falls below a predetermined value.
  • the control device interrupts the charge/discharge control when a prescribed condition is satisfied.
  • the prescribed condition is satisfied when at least one of opening of a door, opening of an engine hood, release of a door lock, depression of a brake pedal, an auto-alarm system being set in an alarmed state, and approaching of a remote key, is detected.
  • the control device calculates the period during which the first power storage device can be left unused and the period during which the second power storage device can be left unused, and based on a result of comparison between the predetermined period and each of the period during which the first power storage device can be left unused and the period during which the second power storage device can be left unused, the control device sets a start time for the charge/discharge control, so as to prevent electric power stored in the first power storage device and electric power stored in the second power storage device from running out until the charge/discharge control takes place next time.
  • a vehicle includes any of the power supply systems described above.
  • a power supply system for a vehicle includes a first power storage device, a second power storage device, and a converter.
  • the first power storage device stores electric power for running.
  • the second power storage device stores electric power to be supplied to an auxiliary load of the vehicle.
  • the converter is capable of executing bidirectional power conversion between the first power storage device and the second power storage device.
  • a method for controlling the power supply system includes the step of executing charge/discharge control, after a predetermined time has passed from input of a stop command for the power supply system for a vehicle, to cause one of the first power storage device and the second power storage device to be charged and the other of the first power storage device and the second power storage device to be discharged by the converter, based on a result of comparison between a charged state of the first power storage device and a charged state of the second power storage device.
  • the step of executing the charge/discharge control includes the step of, during the execution of the charge/discharge control, controlling the converter to reduce a difference between a state amount representing the charged state of the first power storage device and a state amount representing the charged state of the second power storage device.
  • the charged state of the first power storage device corresponds to a period during which the first power storage device can be left unused, depending on the state amount representing the charged state of the first power storage device.
  • the charged state of the second power storage device corresponds to a period during which the second power storage device can be left unused, depending on the state amount representing the charged state of the second power storage device.
  • the step of executing the charge/discharge control includes the step of completing the charge/discharge control when the difference between the state amount representing the charged state of the first power storage device and the state amount representing the charged state of the second power storage device falls below a predetermined value.
  • the step of executing the charge/discharge control includes the step of, during the execution of the charge/discharge control, interrupting the charge/discharge control when a prescribed condition is satisfied.
  • the above-described prescribed condition is satisfied when at least one of opening of a door, opening of an engine hood, release of a door lock, depression of a brake pedal, an auto-alarm system being set in an alarmed state, and approaching of a remote key, is detected.
  • the step of executing the charge/discharge control includes the steps of: when the charge/discharge control is interrupted, calculating the period during which the first power storage device can be left unused and the period during which the second power storage device can be left unused; and based on a result of comparison between the period during which the first power storage device can be left unused and the period during which the second power storage device can be left unused, setting a start time for the charge/discharge control, so as to prevent electric power stored in the first power storage device and electric power stored in the second power storage device from running out until the charge/discharge control takes place next time.
  • the charge/discharge control is executed to cause one of the first power storage device and the second power storage device to be charged and the other of the first power storage device and the second power storage device to be discharged by the converter, based on a result of comparison between a charged state of the first power storage device and a charged state of the second power storage device.
  • the distribution of electric power stored in the first power storage device and the second power storage device is adjusted, which allows only one of electric power stored in the first power storage device and electric power stored in the second power storage device to be prevented from running out.
  • FIG. 1 is an overall block diagram of a vehicle on which a power supply system according to an embodiment of this invention is mounted.
  • FIG. 2 is a diagram illustrating the configuration of a control device illustrated in FIG. 1 .
  • FIG. 3 is a flowchart illustrating a processing procedure of charge/discharge control executed by the control device illustrated in FIG. 1 .
  • FIG. 4 is a flowchart illustrating a processing procedure of charge/discharge control executed by the control device illustrated in FIG. 1 .
  • FIG. 5 is a flowchart for illustrating details of processing for setting a subsequent timer start condition in step S 15 in FIG. 4 .
  • FIG. 1 is an overall block diagram of a vehicle on which a power supply system according to an embodiment of this invention is mounted.
  • a vehicle 100 includes an engine 2 , motor generators MG 1 , MG 2 , a power split device 4 , a wheel 6 , a main battery MB, system main relays SMRB, SMRG, and a PCU (Power Control Unit) 20 .
  • Vehicle 100 further includes an auxiliary battery AB, an auxiliary load 30 , a DC/DC converter 31 , a control device 50 , a voltage sensor 61 , a current sensor 62 , and a sensor section 71 .
  • Vehicle 100 further includes a system start switch 81 , a door opening/closing detection sensor 82 , an engine hood opening/closing detection sensor 83 , a brake pedal stroke sensor 84 , an auto-alarm system 85 , and a remote key 86 .
  • Vehicle 100 runs using engine 2 and motor generator MG 2 as a power source. A driving force generated by engine 2 and motor generator MG 2 is transmitted to wheel 6 .
  • Engine 2 is an internal combustion engine such as a gasoline engine, a diesel engine, or the like, which burns a fuel and outputs power.
  • Engine 2 is configured such that its operating conditions such as a throttle position (amount of intake air), an amount of fuel supply, an ignition timing, and the like can be electrically controlled by a signal from control device 50 .
  • Each of motor generators MG 1 , MG 2 is an AC rotating electric machine, for example, a three-phase AC synchronous motor.
  • Motor generator MG 1 is used as a power generator driven by engine 2 , and is also used as a rotating electric machine that can start engine 2 .
  • Electric power obtained by power generation of motor generator MG 1 can be used to charge main battery MB, and can also be used to drive motor generator MG 2 .
  • Motor generator MG 2 is used primarily as a rotating electric machine that drives wheel 6 of vehicle 100 .
  • Power split device 4 includes a planetary gear mechanism having the three rotation shafts, i.e., a sun gear, a carrier, and a ring gear, for example.
  • the sun gear is coupled to the rotating shaft of motor generator MG 1 .
  • the carrier is coupled to the crankshaft of engine 2 .
  • the ring gear is coupled to the driving shaft.
  • Power split device 4 splits the driving force of engine 2 into power for transmission to the rotation shaft of motor generator MG 1 and power for transmission to the driving shaft.
  • the driving shaft transmits the driving force to wheel 6 .
  • the driving shaft is also coupled to the rotating shaft of motor generator MG 2 .
  • Main battery MB is a DC power supply that is chargeable and dischargeable, and is formed by a secondary battery such as a nickel-metal hydride battery, a lithium-ion battery, or the like, or by a capacitor, for example.
  • Main battery MB supplies electric power to PCU 20 , and during power regeneration, main battery MB is charged with electric power from PCU 20 .
  • the electric power stored in main battery MB is used to drive motor generator MG 1 , for starting engine 2 . Therefore, if the electric power stored in main battery MB decreases, starting of engine 2 becomes difficult.
  • the electric power stored in main battery MB can also be used to charge auxiliary battery AB by DC/DC converter 31 .
  • PCU 20 includes a converter 21 , inverters 22 , 23 , and capacitors C 1 , C 2 .
  • Converter 21 performs power conversion between a positive electrode line PL 1 and a negative electrode line NL, and between a positive electrode line PL 2 and a negative electrode line NL, based on a control signal PWC from control device 50 .
  • Inverters 22 , 23 which are arranged in parallel, are connected to positive electrode line PL 2 and negative electrode line NL.
  • Inverter 22 converts DC electric power supplied from converter 21 into AC electric power, based on a signal PWI 1 from control device 50 , to drive motor generator MG 1 .
  • Inverter 23 converts DC electric power supplied from converter 21 into AC electric power, based on a signal PWI 2 from control device 50 , to drive motor generator MG 2 .
  • Capacitor C 1 is provided between positive electrode line PL 1 and negative electrode line NL to reduce voltage fluctuations between positive electrode line PL 1 and negative electrode line NL.
  • Capacitor C 2 is provided between positive electrode line PL 2 and negative electrode line NL to reduce voltage fluctuations between positive electrode line PL 2 and negative electrode line NL.
  • Auxiliary load 30 is an electrical device that operates with electric power supplied from auxiliary battery AB.
  • Auxiliary battery AB is a power storage element that stores electric power to be supplied to auxiliary load 30 and control device 50 .
  • Auxiliary battery AB is configured to output a lower voltage than that of main battery MB.
  • Auxiliary battery AB is charged by DC/DC converter 31 . It is noted here that because auxiliary battery AB supplies electric power for operation of control device 50 , if the electric power stored in auxiliary battery AB decreases, starting of vehicle 100 becomes difficult.
  • DC/DC converter 31 is configured to be capable of performing bidirectional power conversion between main battery MB and auxiliary battery AB.
  • DC/DC converter 31 operates based on a signal CMD from control device 50 .
  • auxiliary battery AB When auxiliary battery AB is to be charged, DC/DC converter 31 charges auxiliary battery AB with electric power supplied from main battery MB.
  • main battery MB On the other hand, when main battery MB is to be charged, DC/DC converter 31 charges main battery MB with electric power supplied from auxiliary battery AB.
  • Voltage sensor 61 detects a voltage VB across the terminals of main battery MB for output to control device 50 .
  • Current sensor 62 detects a current IB flowing through main battery MB for output to control device 50 .
  • Sensor section 71 detects a voltage VA across the terminals of auxiliary battery AB and a current IA flowing through auxiliary battery AB for output to control device 50 .
  • Control device 50 includes a CPU (Central Processing Unit) storage device and an input/output buffer, both not shown in FIG. 1 .
  • Control device 50 inputs signals from various sensors and the like, and outputs control signals to various devices, and also controls vehicle 100 and various devices. It is noted that such control can be processed not only by software, but also by dedicated hardware (electronic circuit) constructed therefor.
  • CPU Central Processing Unit
  • Control device 50 receives voltage VB from voltage sensor 61 , and receives current IB from current sensor 62 . Control device 50 calculates an SOC (State Of Charge) representing a charged state of main battery MB, based on voltage VB and current IB. Control device 50 receives voltage VA and current IA from sensor section 71 . Control device 50 calculates an SOC representing a charged state of auxiliary battery AB, based on voltage VA and current IA.
  • SOC State Of Charge
  • Control device 50 receives a signal from system start switch 81 , door opening/closing detection sensor 82 , engine hood opening/closing detection sensor 83 , brake pedal stroke sensor 84 , auto-alarm system 85 , or remote key 86 , and determines the state of vehicle 100 .
  • Control device 50 generates a control signal for controlling PCU 20 and DC/DC converter 31 for output. It is noted here that control device 50 operates with electric power supplied from auxiliary battery AB. During the operation of vehicle 100 , the electric power stored in auxiliary battery AB is kept from decreasing. In the case, however, where vehicle 100 is parked over a long period, for example, electric power stored in auxiliary battery AB gradually decreases due to self-discharge or the like.
  • control device 50 may activate DC/DC converter 31 to execute charging of electric power from main battery MB into auxiliary battery AB, so that the electric power stored in auxiliary battery AB does not fall below an amount required for starting vehicle 100 .
  • auxiliary battery AB may be automatically charged for a prescribed time (10 minutes, for example).
  • vehicle 100 cannot be put in a drivable state sometimes. Specifically, it is necessary to drive motor generator MG 1 for starting engine 2 . Because motor generator MG 1 operates with electric power from main battery MB, if the electric power stored in main battery MB decreases, starting of engine 2 becomes difficult. As described above, if any of main battery MB and auxiliary battery AB goes dead, vehicle 100 cannot be put in a drivable state.
  • control device 50 executes charge/discharge control to cause one of main battery MB and auxiliary battery AB to be charged and the other of main battery MB and auxiliary battery AB to be discharged, based on a result of comparison between the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused.
  • charge/discharge control will be hereinafter described in detail.
  • FIG. 2 is a diagram illustrating in more detail the configuration of control device 50 illustrated in FIG. 1 .
  • control device 50 includes a timer IC (Integrated Circuit) 51 , a verification ECU (Electronic Control Unit) 52 , a body ECU 53 , an HV integrated ECU 54 , an MG-ECU 55 , a battery ECU 56 , and switches IGCT 1 , IGCT 2 .
  • Control device 50 is provided with a power supply voltage from auxiliary battery AB. While this power supply voltage is constantly supplied to timer IC 51 and verification ECU 52 , it is supplied to HV integrated ECU 54 and MG-ECU 55 by way of switches IGCT 1 and IGCT 2 , respectively.
  • switches IGCT 1 and IGCT 2 may be implemented using a mechanical means such as a relay or the like, or using a semiconductor device such as a transistor or the like.
  • Verification EUC 52 and switches IGCT 1 , IGCT 2 operate as a power supply control section 57 that controls power supply to HV integrated ECU 54 and MG-ECU 55 .
  • Verification EUC 52 verifies whether or not a signal from remote key 86 is compatible with the vehicle. Where the verification result indicates compatibility, verification EUC 52 turns ON switch IGCT 1 to supply power to HV integrated ECU 54 . As a result, HV integrated ECU 54 is started. In this case, the vehicle can be moved through the operation of various operating units within the passenger compartment.
  • Body ECU 53 detects a vehicle state including the state of an operating unit (start switch, for example) within the passenger compartment, and transmits the detected state to HV integrated ECU 54 .
  • start switch for example
  • Battery ECU 56 monitors current TB and voltage VB of main battery MB, and detects a battery state including the state of charge SOC and transmits the detected state to HV integrated ECU 54 .
  • HV integrated ECU 54 controls system main relays SMRB, SMRG, and MG-ECU 55 , based on the vehicle state transmitted from body ECU 53 and the battery state transmitted from battery ECU 56 , for example
  • MG-ECU 55 controls DC/DC converter 31 as well as inverters 22 , 23 and converter 21 illustrated in FIG. 1 , under the control of HV integrated ECU 54 .
  • auxiliary battery AB plays an important role as the power supply for controlling the vehicle. If auxiliary battery AB goes dead, the vehicle cannot be started. Thus, where the system for the vehicle cannot be started after parking for a long time, it is necessary to recover the auxiliary battery in which the amount of stored electric power has decreased due to self-discharge or the like with time.
  • timer IC 51 After a prescribed time set in built-in memory has passed from when the vehicle system is turned OFF through the operation of system start switch 81 or the like illustrated in FIG. 1 , timer IC 51 outputs a start command to verification EUC 52 .
  • Verification EUC 52 upon reception of the start command from timer IC, turns ON switch IGCT 1 even in the absence of a signal from remote key 86 , and provides power supply to HV integrated ECU 54 . As a result, HV integrated ECU 54 is started. In this case, HV integrated ECU 54 executes the charge/discharge control by operating system main relays SMRB, SMRG, switch IGCT 2 , and DC/DC converter 31 .
  • HV integrated ECU 54 can rewrite the setting value stored in the memory of timer IC 51 , as required. In this way, where charging is interrupted, for example, the charge/discharge control can be executed so as to prevent auxiliary battery AB from going dead.
  • FIG. 2 illustrates an example of the configuration of control device 50 , and various modifications are possible. While control device 50 illustrated in FIG. 2 includes a plurality of ECUs, it may be configured with a smaller number of ECUs by further integration of the ECUs, or conversely, it may be configured with a larger number of ECUs.
  • FIGS. 3 and 4 is a flowchart illustrating a processing procedure of the charge/discharge control executed by control device 50 illustrated in FIG. 1 .
  • timer IC 51 resets a parking time timer for measuring the parking time (step S 1 ).
  • timer IC 51 counts the parking time timer (step S 2 ). Timer IC 51 then determines whether a timer reset requirement is satisfied or not (step S 3 ).
  • the timer reset requirement includes, for example, transition of the vehicle system to the ON (IG ON) state as a result of the operation of system start switch 81 in FIG. 1 , and charging of main battery MB with a power supply external to the vehicle.
  • the processing returns to step S 1 where the parking time timer of timer IC 51 is reset.
  • step S 4 timer IC 51 determines whether the value of the parking time timer being counted (hereinafter referred to as the “count value”) matches (or exceeds) a prescribed value set in the memory (the value corresponding to 10 days, for example) or not. That is, in step S 4 , it is determined whether the vehicle has been left parked for a prescribed period (10 days, for example) or not.
  • step S 4 determines that the count value does not match the prescribed value (does not exceed the prescribed value) (NO in step S 4 )
  • the processing returns to step S 2 where counting of the parking time timer is continued.
  • step S 4 determines that the count value matches the prescribed value (or exceeds the prescribed value) (YES in step S 4 )
  • the processing proceeds to step S 5 .
  • step S 5 timer IC 51 outputs a system start command to verification EUC 52 .
  • verification EUC 52 causes switches IGCT 1 and IGCT 2 to be turned ON. This starts HV integrated ECU 54 and MG-ECU 55 .
  • HV integrated ECU 54 detects a state of each of main battery MB and auxiliary battery AB (step S 6 ). Specifically, HV integrated ECU 54 detects an amount of remaining electric power of each of main battery MB and auxiliary battery AB. It is noted that the amount of remaining electric power can be estimated based on the SOC or the parking time.
  • HV integrated ECU 54 determines whether the state of each of main battery MB and auxiliary battery AB is abnormal or not (step S 7 ). Specifically, where the amount of remaining electric power of each of main battery MB and auxiliary battery AB is not within a prescribed range, HV integrated ECU 54 determines that the state of each of main battery MB and auxiliary battery AB is abnormal. Where it is determined in step S 7 that the state of each of main battery MB and auxiliary battery AB is abnormal (NO in step S 7 ), HV integrated ECU 54 transmits a command to stop DC/DC converter 31 to MG-ECU 55 (step S 14 ).
  • HV integrated ECU 54 calculates the number of days during which each of main battery MB and auxiliary battery AB can be left unused (step S 8 ). Specifically, the number of days during which main battery MB can be left unused can be calculated using the following equation:
  • the number of days during which main battery MB can be left unused the amount of remaining electric power [Wh] of main battery MB/the amount of self-discharge [Wh/day] (1)
  • HV integrated ECU 54 has been previously stored in HV integrated ECU 54 as a constant or a map.
  • the number of days during which auxiliary battery AB can be left unused can be calculated using the following equation:
  • the number of days during which auxiliary battery AB can be left unused the amount of remaining electric power [Wh] of auxiliary battery AB/the amount of dark electric power [Wh/day] (2).
  • the amount of dark electric power is stored in HV integrated ECU 54 as a constant based on a previously estimated dark current value.
  • HV integrated ECU 54 determines whether a difference between the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused is greater than a prescribed value or not (step S 9 ). Where it is determined in step S 9 that the difference between the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused is not greater than the prescribed value (NO in step S 9 ), HV integrated ECU 54 transmits a command to stop DC/DC converter 31 to MG-ECU 55 (step S 14 ). This allows a reduction in the number of times that DC/DC converter 31 is activated, leading to a reduction in the power loss caused by DC/DC converter 31 .
  • step S 9 HV integrated ECU 54 determines whether the number of days during which main battery MB can be left unused is greater than the number of days during which auxiliary battery AB can be left unused (step S 10 ).
  • HV integrated ECU 54 outputs a command to MG-ECU 55 to cause DC/DC converter 31 to charge auxiliary battery AB with electric power of main battery MB (step S 11 ). Prior to this command, HV integrated ECU 54 turns ON system main relays SMRB, SMRG, which connects main battery MB and DC/DC converter 31 .
  • HV integrated ECU 54 outputs a command to MG-ECU 55 to cause DC/DC converter 31 to charge main battery MB with electric power of auxiliary battery AB (step S 12 ). Prior to this command, HV integrated ECU 54 turns ON system main relays SMRB, SMRG, which connects main battery MB and DC/DC converter 31 .
  • the charge/discharge control is executed to reduce the difference between the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused. Consequently, the parking period during which the vehicle can be in a drivable state can be extended.
  • the HV integrated ECU 54 determines whether a charge completion requirement is satisfied or not (step S 13 ).
  • the charge completion requirement corresponds to, for example, the case where any of the doors of the vehicle is opened, the case where the charge/discharge time has lasted for a prescribed time (10 minutes, for example) or longer, or the case where the SOC of main battery MB or auxiliary battery AB has decreased below a prescribed value.
  • the prescribed time (10 minutes, for example) is determined in connection with the prescribed value (the value corresponding to 10 days, for example) in step S 4 . For example, when 10 minutes is a sufficient time to charge an amount of self-discharge for 10 days, the prescribed time (10 minutes) is determined for the prescribed value (10 days).
  • charge completion requirements may include, for example, the cases where the engine hood is opened, a door lock is released, the brake pedal is depressed, the auto-alarm system is set in an alarmed state, and the remote key is detected.
  • the charge/discharge control can be safely executed.
  • step S 13 determines that the charge completion requirement is satisfied (YES in step S 13 )
  • the processing proceeds to step S 14 , while it is determined in step S 13 that the charge completion requirement is not satisfied (NO in step S 13 ), the processing returns to step S 6 where the charge/discharge control is continued.
  • step S 14 HV integrated ECU 54 transmits a command to stop DC/DC converter 31 to MG-ECU 55 .
  • step S 15 processing for setting a subsequent timer start condition is executed. Specifically, if charge and discharge is interrupted, or if charge and discharge is not started, timing of starting the subsequent charge/discharge processing is set so as to prevent main battery MB or auxiliary battery AB from going dead as much as possible.
  • step S 15 processing in accordance with the flowchart in FIGS. 3 and 4 ends.
  • FIG. 5 is a flowchart for illustrating details of the processing for setting a timer start condition in step S 15 in FIG. 4 .
  • timing of starting the subsequent charge and discharge is set so as to prevent main battery MB or auxiliary battery AB from going dead as much as possible.
  • HV integrated ECU 54 determines in step S 16 whether there is no remaining capacity in both main battery MB and auxiliary battery AB or not. Where it is determined in step S 16 that there is no remaining capacity in both main battery MB and auxiliary battery AB (YES in step S 16 ), HV integrated ECU 54 does not set the start timer (step S 21 ).
  • HV integrated ECU 54 calculates the number of days during which each of main battery MB and auxiliary battery AB can be left unused, as in step S 8 (step S 17 ).
  • HV integrated ECU 54 determines whether the smaller one of the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused is greater than a prescribed value or not (step S 18 ). Where it is determined in step S 18 that the smaller one of the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused is greater than the prescribed value (YES in step S 18 ), HV integrated ECU 54 initializes a start timer setting (step S 19 ). Specifically, the prescribed value used in step S 4 in FIG. 3 is set as an initial value (10 days, for example). Thus, so long as the numbers of days during which the batteries can be left unused are greater than the prescribed value, charge and discharge is executed at an interval corresponding to the prescribed value (10 days, for example).
  • HV integrated ECU 54 sets the start timer setting to be the number of days corresponding to the smaller one of the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused. This allows the subsequent charge/discharge control to be started before any of main battery MB and auxiliary battery AB goes dead.
  • the charge/discharge control is executed to cause one of main battery MB and auxiliary battery AB to be charged and the other of main battery MB and auxiliary battery AB to be discharged by DC/DC converter 31 , based on a result of comparison between the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused.
  • the distribution of electric power stored in main battery MB and auxiliary battery AB is adjusted, which allows only one of main battery MB and auxiliary battery AB to be prevented from going dead. According to this embodiment, therefore, in a vehicle on which the power supply system including main battery MB and auxiliary battery AB is mounted, the parking time during which the vehicle can be in a drivable state can be extended.
  • the charge/discharge control is executed by comparing the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused. Consequently, even if main battery MB and auxiliary battery AB have different capacities, the same parameter can be used for the comparison.
  • the charge/discharge control is completed when the difference between the number of days during which main battery MB can be left unused and the number of days during which auxiliary battery AB can be left unused falls below a predetermined value. This allows a reduction in the number of times that DC/DC converter 31 is activated, leading to a reduction in the power loss caused by DC/DC converter 31 .
  • charge and discharge is completed when the charge completion requirement is satisfied. This allows the charge/discharge control to be safely executed.
  • the start time for the charge/discharge control is set so as to prevent main battery MB and auxiliary battery AB from going dead until the charge/discharge control takes place next time. This allows the subsequent charge/discharge control to be started before any of main battery MB and auxiliary battery AB goes dead.
  • the vehicle as a hybrid vehicle on which engine 2 is mounted
  • the scope of applications of this invention is not limited to the hybrid vehicle as described above, but also includes an electric vehicle without an engine, a fuel-cell vehicle on which a fuel cell is additionally mounted as an energy source, and the like.
  • a parameter representing the length during which each of main battery MB and auxiliary battery AB can be left unused may be used, instead of the number of days during which each battery can be left unused.
  • a state amount representing the charged state of each of main battery MB and auxiliary battery AB may be used.
  • the state amount representing the charged state of each of main battery MB and auxiliary battery AB is, for example, the SOC of each of main battery MB and auxiliary battery AB, or a value such as a voltage value or the like from which the capacity of the battery can be measured.
  • main battery MB corresponds to an embodiment of the “first power storage device” according to this invention
  • auxiliary battery AB corresponds to an embodiment of the “second power storage device” according to this invention
  • DC/DC converter 31 corresponds to an embodiment of the “converter” according to this invention.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
US14/646,269 2012-12-25 2012-12-25 Power supply system for vehicle, vehicle comprising the same, and method for controlling power supply system for vehicle Abandoned US20150336468A1 (en)

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US11135928B2 (en) * 2019-04-12 2021-10-05 Ferrari S.P.A. Electric system of a road vehicle provided with a DC-DC electronic power converter
US11196101B2 (en) * 2018-05-25 2021-12-07 Toyota Jidosha Kabushiki Kaisha Battery discharge controller
US11198366B2 (en) 2017-11-15 2021-12-14 Toyota Jidosha Kabushiki Kaisha Solar power generation system
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US11196101B2 (en) * 2018-05-25 2021-12-07 Toyota Jidosha Kabushiki Kaisha Battery discharge controller
US11135928B2 (en) * 2019-04-12 2021-10-05 Ferrari S.P.A. Electric system of a road vehicle provided with a DC-DC electronic power converter
AU2023202261B1 (en) * 2022-10-28 2024-02-01 Getac Technology Corporation Vehicle power management system and power management method thereof
US12051938B2 (en) 2023-04-17 2024-07-30 Getac Technology Corporation Vehicle power management system and power management method thereof

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CN104884296A (zh) 2015-09-02
BR112015014102A2 (pt) 2017-07-11
JPWO2014102892A1 (ja) 2017-01-12
DE112012007254T5 (de) 2015-10-08
WO2014102892A1 (ja) 2014-07-03

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